Speed-regulation for engine driven accessories for automotive vehicles



July 6,' 1954 M. M. DEAN l-:rAL 2,682,928

SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLES fFiled Oct. 50, 1948 14 Sheets-Sheet l July 6, 1954 M. M. DEAN ETAL2,682,928

SPEED-REGULA N FOR ENGINE DRIVEN ACCESSORIES AUTOMOTIVE VEHICLES FiledOct. 50, 1948 14 Sheets-Sheet 2 July 6 1954 M. M. DEAN E-rAL 2,682,928

SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLES'Filed Oct. 50, 1948 14 Sheets-Sheet 3 July 6, 1954 M. M. DEAN ETAL2,682,928

SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLESFiled Oct. 30, /1948 14 Sheets-Sheet 4 CLM,

July 6, 1954 M. M. DEAN ETAL SPEED-REGULATION FOR ENGINE DRIvENACCESSORIES FOR AUTOMOTIVE VEHICLES 14 Sheets-Sheet 5 Filed Oct. 50,1948 KMUN July 6 1954 M. M. DEAN ET AL 2,682,928

SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLESFiled 001;. 30, 1948 `14 Sheets-Sheet 6 July 6, 1954 M. M. DEAN ET AL2,682,928

SPEED-REGULATION FOR ENGINE ORIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLESFiled 0G11. 50, 1948 14 Sheets-Sheet 7 M. M. DEAN E-rAL 2,682,928SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLES14 Sheets-Sheet 8 NNN.

July 6, 1954 Filed oct. 50, 1948 ,m w m Nh WNW dann. o .a e i r A MMF. jrrwrl July 6, 1954 Filed Oct. 50, 1948 M. M. DEAN ET AL SPEED-REGULATIONFOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLES 14 Sheets-Sheet 9M. M. DEAN ETAL SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FORAUTOMOTIVE VEHICLES July 6, 1954 2,682,928

Filed 0G13. 50, 1948v 14 sheets-sheet :Lo4

July 6, 1954 M. M. DEAN ETAL 2,582,928

SPEED-REGULATION ROR ENGINE ORIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLESFiled Oct. 3o, 1948 14 sheets-sheet 11 July 6, 1954 M. M. DEAN ET AL2,682,928

SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FOR AUTOMOTIVE VEHICLESFiled Oct. 50, 1948 14 Sheets-Sheet l2 ljj.

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July 6, 1954 M. M. DEAN ETAL SPEED-REGULATION FOR ENGINE DRIVENACCESSORIES FOR AUTOMOTIVE VEHICLES 14 Sheets-Sheet 13 Filed Oct. 50,1948 July 6, 1954 M. M. DEAN ETAL SPEED-REGULATION FOR ENGINE DRIVENACCESSORIES FOR AUTOMOTIVE VEHICLES 14 Sheets-Sheet 14 Filed 0G12. 30,1948 w y. len fo Www wv LAT @v www@ nu u 1 Ji; W ZW ,d Nw Img/ .zr QSOMNF conditions of engine use.

Patented July 6, 1954 SPEED-REGULATION FOR ENGINE DRIVEN ACCESSORIES FORAUTOMOTIVE VE- HICLES Milo M. Dean, Palatine, and Nils A. Thunstrom andFred N. Ruic, Chicago, Ill., assignors to The Greyhound Corporation,Chicago, Ill., a

corporation of Delaware Application October 30, 1948, Serial No. 57,602

, 9 Claims.

This invention relates to improvements in power plants for automotivevehicles, and particularly for `public vehicles such as busses, in whichlarge engine power capacity is needed to drive the vehicle under greatlyfluctuating load and road conditions, as well as to drive all of thenumerous accessories for the vehicle. Among the problems involved arenot only that of providingadequate power for all of these purposes butof providing such power at the lowest possible original cost, and ofreducing operating costs to a minimum, including servicing, repair andfueling.

In a co-pending application, Ser. No. 737,976, there is disclosed asolution of the power capacity problem, by the use of two engines ofsubstantially the saine horse power and each capable under favorableconditions of simultaneously driving the vehicle, and all accessories.Normally one of the engines is used only for driving the accessories andis operated at relatively low speed with sufficient power to drive allaccessories at their rated speeds. This low speed drive is attainedthere, as well as herein, with good power economy. Because only part ofthe power of this engine is used in driving theV accessories, itssurplus power is available for assisting in driving the vehicle. lThissurplus power is generated by increasing engine speed, which wouldresult in overspeeding of the accessories, were it not for the-provisions of the present invention. The

present invention therefore solves the problem of overspeeding of theaccessories under the above The invention is also applicable for speedcontrol of the accessories by, or in relation to, any engine, which mayunder any conditions or at any time operate at a speed or speeds whichwould tend to overspeed the accessorles.

In the co-pending application, as well as herein, high engine speeds arerelated to the transmission of engine torque for assisting the mainengine in driving the vehicle. For this purpose one engine has acentrifugal clutch, solely controlled by engine speed, which acts totransmit assisting torque only when engine speed exceeds the relativelylow speed at which it normally drives only the accessories. For speedsabove this low speed, assisting torque transmission occurs, and if itwere not for vthe present invention the accessories would be overspeededthroughout the period of this assisting action. Accessory speedreg-ulator action is also herein related to the engine speed at whichassisting torque is transmitted.

Thus, along with the new conception of using low speed power of anengine to drive all accessories, and of using its surplus high speedpower to assist in driving the vehicle while accessory drive continues,an additional conception of a Way to avoid substantial overspeeding ofthe accessories throughout high speed engine operation is disclosedherein.

The regulator device herein is Valuable for use with an engine whichoperates most of the time at a low speed and power output to power allaccessories, and only operates at high speeds in an emergency for thedual purpose of vehicle and accessory drive. Thus the action of theregulating device to prevent overspeeding is in this phase of theinvention only necessary when the engine is operating above its normallow speed and low power output. Where two engines are used and whenvehicle and accessory drive is to be accomplished only by the mainengine, with its greatly uctuating speeds, it is contemplated herein toordinarily discontinue speed-regulating action but at the Same time tocontinue the drive of the accessories through the regulator mechanism.

Now in driving the vehicle the speed of the main engine iluctuatesgreatly because of speeding up for transmission shift or because ofspeeding up when the transmission is in intermediate or low gear. Unlessit is necessary that the main engine be driven at high speed in low gearfor a considerable period of time, the operation of the means herein forpreventing overspeedingmay not always be necessary. YNeverthelessconditions may arise, while the main engine alone is driving the Vehicleand the accessories, in which the engine will be operating over longperiods at high speedand therefore we have provided for the automaticoperation of the accessory speed regulator by either engine. Although wehave provided means whereby accessory speed regulator action isinterrupted when the driving of the accessories is shifted to the mainengine, we have also provided means whereby this regulator action can beautomatically resumed when accessory drive is shifted back to theauxiliary engine. Thus we provide means by which speed regulation of allaccessories can be controlled by either engine, and also provide forconstant automatic speed regulation by one engine, as well as foroptional speed regulation by the other engine in accordance with enginespeed requirements during emergencies, as when the main engine only isdriving vehicle and accessories.

Inasmuch as the present invention is in some respects related to theinvention of the previously mentioned copending application, some of thedrawinfT illustrations used in said co-pending application have beenused herein, but only so much of saidillustrationfhas beenzrusedas Aisnecessary to illustrate structures which are adapted to carry out whatare believed to be entirely new functional combinations of the presentinvention.

While the present inventionincludesthe `specific structure of theaccessory speed regulating device, per se, it involves more than the useof a specific form of intermediately placed accessory speed-regulatingengine-drivendevice, in that a method of control of sucha functionallyequivalent device is provided which includes, in one phase of thisinvention, the use of asingleengine having successively actingcarbureting means, which can be selectively operated for ueling theengine at respectively diierent speeds conformf ably to diiTerentialcarburetion control in obtaining low and high engine speeds.

V"This invention` also relates to methods and Y-fmeans `for powering theaccessories eiciently @and economically,` either bythe use of a singleengine, or by the use of two engines, along with g4means by which eitherengine can power the vehicle and the accessories and always drive theaccessories substantially'at their most econom- E'ical'speedsirrespective of the greatly varying engine-speeds.

Another object is to provide a special engine for powering theaccessories, with means enginegoverned for automatically controllingvthe speed -`'of special intermediate gearing, directlyfroinf`-which'the power elements of allaccessories are ifdriven, and with thegearing elementsr so assofici'ated that their speed relations or ratios'can be changed conformably to-varying engine speeds,

= ina manner to prevent overspeedingand yet at all-times to operate theaccessories efdciently.

VAnother Yobject isto provide a special accessory #driving `engine withfueling-control means inchiding a carburetor or oarburetorsfadapted toprovide for diiierent degrees of speed and there-.f

*fore-power output for 'the engine, and to relate these diierent speedsto the torque transmitting f' speed of a centrifugal clutchthrough whichthe engine can transmit power for driving the ve- "hicle.

Another Objectis to have a lcertain proportion of carburetion fuelengine-regulated to fuel the `engine at constant speed andWith powersuinl*cient to properly drive all accessories, and to :have availableadditional carburetion fuel for. vfthe" engine to increaseitsfspeedandpower lfor causing the centrifugal clutch to' transmitytorrque for driving the vehicle.

This invention also hasamong its vimportant "objects: to avoid engineunbalance due to mounting the accessoriesfon the'engine, or' due todirect -drive of 'the' accessories therefrom, and `therefore to avoidthe increasedwear` of'engineparts which lnecessarily results from such'mounting or direct f driving; to provide an integrated accessory driveunit so Vadapted `or 'designed .that all desired f accessoriescan besupported adjacent thereto or thereon and driven therefrom, with Ytheunit 'readily removable for servicing or replacement of the powerelementsY thereof; and to obtain' mmaximum accessory output withoutmanual attention, for llingair tanks, charging batteries, :etc.,asneeded when getting. a vehicle such as a bus ready for the roadyas aftera layover. We

vbelieve that our invention provides? `for thel rst-y fdisk-clutch asparu of the means for accomplishfIl 4 time means by which the aboveobjects can be accomplished with a maximum of eiiiciency together with amaximum of economy.

Other objects of the invention are: to provide vspeed-regulatingmeans'forna' plurality of devices through `whichall of said devices canbe simultaneously driven and speed-regulated by the #interaction of twoclutches; to drive said speedregulating means from a single shaft; todrive said'means by a single engine having means for respectively?fueling the engine in different speed ranges; to provideengine-regulated means for automatically controlling saidspeed-regulating means conformably to changes in engine speed l"ascontrolled' by said fueling means; to provide engine-regulated means foreach engine responsivetovdiierent ranges of engine speed, to controlsaid speed-regulating means; to provide clutch" means in relation tosaid single shaft, movable to transmittibly couple either engine with'the shaft, and to provide means operable -formably to varying enginespeeds; and to other and to use theouter race of an overrunning 'clutchto drive ther driven member of a ing simultaneous speed-regulation ofsaid plurality of driven devices or accessories.

Another object is to provide engine speedregulated control means forautomatically effect- -inga changeof speed in the power input shaftsrofv all accessories, in such manner that when `engine -speed rises'above some predetermined RTP. M. the speeds of the allpower inputshafts 'of lthe accessories are simultaneously temporarily reduced sothat thereafter and on continued -in vengine speed above thatpredetermined R. P.

\l-/I.,' the-speed of the said input shafts can correr-lspondinglyincrease', paralleling the'incre 'i gine speed, but without overspeedingthe accesvsories even for high engine speeds and to accom- V plisirtheaboveooje'ct by the use of an overrunsed enning clutch in relation withan engine-speedcontrolled clutch.

Features of the invention include, the inter- -relations of'three.clutch. means with an engine, and with a vehicle which can be driven bythe V"engine, and' with a speed-regulating device for 'simultaneouslyregulating the speed or each of a plurality of vehicle accessories, andin which 1theengine is vadapted by the use of a rst clutch land at acertainhigher engine speed to trans- 4mit torque for driving thevehicle, and in which in response to raised engine speed second and'third clutches associated with the speed change "device act in a mannerto prevent overspeeding of the accessories as engine speed increases to'close the'nrst clutch; the use of two engines in Yrelation lto .thosethree clutches and to the ac- '.cessories and tothe speed-regulatingdevice so .as to. drive theaccessories by either engine and to providefor accessory speed-regulating action and drive from either engine. Thusthe use of three clutches, two engines, and shiftY means by :whicheither engine can control the speed regu- "latingdevice are believed tobe new in conception and action.

yeaturesnfY this invention also include: the

With the speed at which automatic transmission of torque for driving thevehicle occurs; the provision of means for annulling regulationoperation of the accessory speed-regulating mechanism, when vehicledrive isV shifted to another engine; and the provision of means by whichresumption of accessory speed regulation through the speed-regulatingmechanism can be had if desired While the other engine is driving theaccessories.

It is also a broad conceptional feature of this invention that, from twomain drive shafts of an intermediate accessory drive unit, all othershafts of the unit are driven at the proper speeds, and that the speedratio changes between these two main shafts according to engine speedsresults in corresponding speed changes in the power input shafts of allaccessory power devices. These devicesv are compactly grouped on aseparate support entirely separate from the engine or engines.

Another phase of this invention relates to the use of an engineregulated electric switch in the circuit of an electric generator drivenby the engine through a speed-regulating device, which will maintain thegenerator at efficient R. P. M. but will prevent overspeeding of thegenerator when engine speed rises above a predetermined R. P. M.

Another phase of the invention relates to the association of threeclutches: a centrifugal l clutch, an overrunning clutch, and an oilclutch,

Objects, phases, features and advantages of our invention will also bereferred to in the description of the drawings, and in said drawings,

Fig. 1 vis a top plan View of the accessory drive unit. and casing, withthe top cover removed to show the arrangement of the primary, secondaryand auxiliary shafts, and the gearing and clutches, and with parts ofsaid casing, rgearing ,and clutches in section, and with the accessorypower units removed;

f Fig. 2 is a vertical section through the unit and casing taken on line2 2 of Fig. 1 showing the overrunning clutch in section and showing howthe outer race of the clutch is driven;

Fig. 3 is an enlarged vertical transverse sectiontaken approximately online 3 3 of Fig. 1 further illustrating the overrunning clutchconstruction;

Fig. 4 is a plan view of the mount casing showing how the variousaccessory power units are positioned and mounted, and showing thearrangement of solenoids and of the piping for the pump;

.i .,Fig. 5 is aside elevation of Fig. 4 viewed from vline 5 5 of Fig.4;

. Fig. 6 is an end elevation of Fig. 4 viewed from line 6 6 of thatfigure;

Fig. '7 is a side elevation of Fig. 1 viewed from line 1 1 of thatfigure;

Fig. 8 is a side elevation of Fig. 1 viewed from line 8 8 of thatfigure;

Fig. 9 is a fragmentary top plan view further illustrating the solenoidsand related clutch control, vand clutch shifting structures;

Fig. 10 is a somewhat diagrammatic plan section showing the generalarrangement of the engines in their relation to the vehicle, and to theshaft through which the elements ofthe accessory drive unit are powered;

Fig. 11 is an elevation showing the relation of the speed regulatormechanism to the pulley drive device for the fans of theair-conditioning system;

Fig. 1,2 is an end elevation showing the pulley drive viewed from theposition of line i2-I2 of Fig. 113

Fig. 13 is an elevation of the engines looking toward the front of thevehicle or bus, showing the three carburetors and their operating means,and showing somewhat diagrammatically the engine-regulated switch, andthe switch which is controlled by the transmission shift mechanism, andalso showing the electrical connections between the switches and theregulator solenoid and the electric generator, for controlling theaccessory speed-regulating device;

Fig. 1li is a vertical section through the main and tower casings takenlongitudinally of the vehicle, approximately on line I d li of Fig. l5,

and illustrating in more detail some of the 'elements of Fig. 10;

Fig. 15 is a vertical section through the main and tower casings takentransversely of the vehicle and approximately on line i5 l5 0f Fig. 14,and looking forwardly of the vehicle;

Fig. 16 is a schematic view of the clutch mechanism of Fig. 14 viewedfrom the position of line lt-l of that figure; and showing the switchwhich is actuated when. shift occurs to interrupt drive by one engineand establish drive for the other;

Fig. 1'7 is a vertical section through the main casing and the flywheelhousing of the auxiliary engine, illustrating the combined centrifugalclutch and overrunning clutch mechanism for driving the vehicle;

Fig. 18 is a somewhat diagrammatic vertical cross section of theengine-regulated means for the small carburetor of the auxiliary engine.Another view of this means is shown at the extreme left of Fig. 13;

Fig. 19 is a detail side elevation of the engineregulated switch'forcontrolling the clutch-op- ,eratingl solenoid of the speed-regulatinggearing, with the parts positioned as when the engine is operating at alower speed, that is as before the switch is opened;

Fig. 20 is an end View of the structure of Fig.

Fig. 21 is a diagrammatic View showing part of the compressed airsystem, including the air compressor which is on the casing of thespeedregulating unit and which is driven from the mechanism of saidunit;

Fig. 22 is a diagrammatic View showing parts of two hydraulic systems,including two hydraulic pumps driven from a shaft of thespeed-regulating mechanism, which shaft also drives the air compressor;and

Fig. 23 is a diagram showing part of the electrical system of theautomotive vehicle, which diagram includes two electrical generatorsrespectively driven frorn the primary and secondary clutch-driven shaftsof the speed-regulating mechanism of this invention.

YWe will now proceed to describe specific structures by which thevarious objects of our invention can lbe carried out.

7 Accessory speed-regulating unit Referring first to Figs. 1 and 2,which show the speed-regulating gearing, clutch elements, and gearsdriven by terminal gears at the ends of some of the shafts, the powerdevices for the accessories having been omitted. The base or bottomsection of the case or casing is generally indicated at i, and the topor cover section is indicated at 2, see Fig. 2. The sections aresuitably secured as by bolts.

From the ve shafts shown in Fig. 1 are driven seven devices, to wit: afreon compressor, a pulley for operating the fans of the cooling systemof which the compressor is a part, two electric generators, twohydraulic pumps, and an air compressor. These devices are shown in Figs.4, and 6 and their functions will be more fully described.

A first shaft which is sometimes referred to as the primary shaft isindicated at 3, and rotates in roller bearings #3 5 respectively mountedin a tubular capping retainer 8, and in an open end tubular retainer i,both flanged and secured by bolts. Keyed to the shaft 3 is the innerrace Hl of an overrunning clutch, and rotatably mounted on this innerrace by means of ball bearings l I is an outer race I2. On the outerrace are mounted two gears, one a bevel gear I and the other a spur gearifi. The bevel gear is driven by a bevel gear, see Fig. 2, as part ofthe drive mechanism, later to be described, which gear is driven from aterminal shaft, which can be driven by either of two engines by means,including a clutch shiftable to transmittably connect either engine withthe drive mechanism for gear i3.

The clutch elements or rock-blocks of the overrunning clutch areindicated at i5 in Figs. 1, 2 and 3, and the other essential details ofthe clutch will be more fully described herebelow. The bevel gear i3,see Fig. 2, is in mesh with a bevel gear It driven by a shaft i'islantingiy disposed as shown, and held in roller bearings 20 and 2i of atubular structure E2 which is part of a cover suitably bolted as at 24to the bottom section i of the mount casing. For simpliiication thisshaft l? may be considered to be the input shaft for all accessoryspeed-regulating elements. eyed to the outer end of the shaft i is ayoke as a part of a universal joint connection by which the is drivenfrom the engine through gearing which includes a shift element or cutch,by which either cf two engines may transmittibiy connected with theinput shaft i? An oil drain opening in the bottom wall of the cover 23is normally closed by a plug 26. The case is kept filled with oil insuflcient quantity to keep all gearing thoroughly lubricated, and tokeep the ciutch disks later to be described lubricated. r)The oil isintroduced through a suitable filter pipe described herebelow.

Referring to Fig. 3. The series of clutch blocks are to rock and obtainwedging clutch action against the outer surface of the inner race iiiand the inner surface of the outer tubular race i2. In the gure theclutch blocks are in released position. When the rotative speed of theouter race as driven by the engine through shaft l! and gears i@ and i3becomes greater than that of the inner race lil, or shaft clutch-inaction occurs and the first shaft 3 is driven. As an illustrativeexample, this clutch-in action occurs when engine speed reaches about1200 R. l?. M. Each rock-block and therefore with gear i3.

i5 has lateral grooves iti one in each opposite side, and circularconstrictive coil springs I9 lie in the grooves one at each side of thecircular series of blocks. This mechanism is only claimed in itsparticular functional relation to the other elements of the combination.Its structure per se is not claimed. Any suitable type of overrunningclutch may be used.

A second shaft, see Fig. l, is indicated at 28 and this is sometimesreferred to as the secondary shaft. It is the shaft through which theaccessories arer driven at engine speeds below 900 R. P. M, This shaftrotates in roller bearings 29 and si?, respectively mounted in a tubularanged capping retainer 3| and in an open end tubular flanged retainer32. YThis second shaft 28 is driven from spur gear lei of the outer raceof the overrunning clutch through clutch means structurally differingfrom the overrunning clutch, and which comprises in this embodiment anoil type disk clutch. The driving cup for one set of disks is designatedat 35 and this cup is rotatably mounted on shaft 2S, as shown, bybearings 36. This clutch may be of any suitable type or maize, and sincethe structures and actions of such clutches are so well known, it hasnot been thought necessary to illustrate the same more fully. The disksof these oil clutches are generally made of hardened steel and run athigh speed in a bath of oil, and means is provided herein for fillingthe case with the proper amount of oil so that all gearing and disks areat all times adequately oiled. The disks are generally indicated at 31and one set is keyed to the driving cup 35 and the other set is keyed tothe shaft 28 in a well known manner. The clutch has a grooved shiftsleeve 33 which, in the type of clutch used herein, operates camminglevers, not shown, to apply pressure against the disks to obtainfriction drive. The disks are disposed between suitable thrust rings,not shown, one stationary on the shaft and the other axially slidable.Thus a system of camming levers is moved to clutch-in and clutch-outpositions by a shiftable grooved-sleeve or ring 33 moving alternately inopposite directions. The clutch is shown in its open or release positionin Fig. 1, and moves in the direction of the arrow A to closed orclutch-in position. y

` In this instance the oil clutch is shifted to closed position by meansof Ya solenoid its, or equivalent means, and a spring associated withthe plunger of the solenoid holds the clutch open, when the solenoid is(ie-energized. Movement of the plunger on energization of the solenoidcoil closes the clutch against the action of this spring. See Fig. 9 forthe relations of the shifting fork to the sleeve Se and to thesolenoidoperated shifting mechanism.

When the solenoid is energized the grooved shift sleeve 38 is shifted tocause the friction disks to be engaged and the disks remain engaged orclutched in as long as the solenoid is energized. This solenoid isenergized when the engine starts. The spring is sometimes referred to asthe clutch throw-out spring because it moves the clutch to out or openposition on de-energization of the. solenoid. Energization of thesolenoid is controlled by an electrical engine-governed switch which isclosed when the engine starts and is adapted to be opened when theengine speed rises to 1200 R. P. M.

On the driving structure 35 of the oil clutch is formed, or secured, aspur gear 40 which meshes with the spur gear I4. In this embodiment, butnot necessarily in all embodiments, i

the gear I 4 is of substantially greater diameter than that of the gear40, so that the secondary shaft 28 is normally and initially, or atrelatively low engine speed, driven at a higher R. P. M. than that ofthe outer race I2 of the overrunning clutch. Since, as will be morefully explained, under this condition the shaft 3 is driven at the samespeed as shaft 28 and the inner race I0 of the overrunning clutch isdriven at a greater rate than the outer race I2, the overrunning clutchremains open.

Conformably to an example given for illustrative purposes only, as toshaft speeds and accessory speeds: the shafts 3 and 23 may be driventhrough clutch 35 within a range of from 2700 to 3600 R. P. M., for lowengine speeds from 900 to 1200 R. P. M., and may be driven through theinner race I8 of the overrunning clutch at from 1660 to 3600 R. P. M.for higher engine speeds such as from 1200 to 2600 R. P. M. It will benoted at this time that a centrifugal clutch of the engine goes in afterengine speed has risen above 900 R. P. M. to transmittibly connect theengine for driving the vehicle, while at the same time the enginecontinues to drive the accessories.

The spur gears 4I and 42 respectively keyed to shafts 28 and 3 adapteach shaft to drive the other at equal speed. Thus if the shaft 28 isinitially driven through the outer race I2 of the overrunning clutch, ata certain speed, shaft 3 is driven by gears 4I at the same speed asshaft 28. On the other hand when shaft 3 is driven by the closedoverrunning clutch (clutch disks 31 then being open) shaft 28 is drivenby gear 42 at the same speed as shaft 3. Thus the speeds of theaccessories are properly maintained by drive from either shaft.

It is to be noted that when disks 3l are opened the speeds of shafts 28and 3 temporarily drop, so that the speed of the outer race I2 becomesgreater than that of inner race I on shaft 3, and the overrunning clutchtakes hold to drive shafts 3 and 28. The speeds of shafts 3 and 28nowrise with rising engine speed, as it ranges from 1200 to 2600 R. P. M.As, per the example, long as engine speed remains above 1200 R. P'. M.,the drive is through the overrunning clutch. However, shiftv of drivingcontrol from clutch 35 to clutch I0, I2 may occur at lower engine speed,at 950 R. P'. M., for example.

While the specic new construction shown is also claimed, it isconsidered that some phases of the invention are broader than thespecific construction, inasmuch as we believe ourselves the ,f

first to successfully control the speeds of all accessories tosubstantially prevent overspeeding, or underspeeding, notwithstandingfluctuating engine speeds. We, of course, also believe that we are thefirst to control the speeds of two shafts by an overrunning type ofclutch intergeared with another type of clutch, or the same type ofclutch. The relative gear ratios by which the speed of shaft 3 is madeto be greater than the speed of the outer race I2 is also claimed.

A third shaft is indicated at for driving the freon compressor, of theair conditioning system for the vehicle. This shaft rotates in rollerbearings 4S, 41 respectively mounted in tubular capping retainers 48,49, both flanged and releasably secured by bolts. This shaft 45 isdriven through a disk clutch of substantially the same type as thatpreviously described for the clutch of shaft 28. The disk driving cup isindicated at 10v 58 and rotates on the ball bearings 5I carried by theshaft 45. This cup is bolted to a spur gear 52 in mesh with a spur gear53 keyed to shaft 3.

As per the illustrative example, when clutch 3l is in, this shaft 45 maybe caused to rotate within a range of from about 2400 to 3200 R. P. M.for engine speeds between 900 and 1200 R. P. M., and when theoverrunning clutch is in, may be caused to rotate at from about 1480 to3200 R. P. M. for engine speeds between 1200 and 2600 R. P. M. y

The clutch disks are indicated at 54 and the shift sleeve is, indicatedat 55. The sleeve is shown in open clutch position and moves indirection of arrow B to close. Closure of this clutch is controlledthrough a solenoid I20, see Fig. 9, in the same manner as previouslydescribed for clutch elements 35, 3l and38, except that in this instancesolenoid energization is obtained thermostatically on a call for cold,or cooling demand by the cooling system, in a manner to be described.The clutch 55 is normally open and when the solenoid |20 is energized,on cooling demand, and is closed and the throw-out spring is compressed,the clutch is held in until the solenoid is dla-energized when thedemand for cold has been satised. Solenoid energization persists as longas cooling demand continues, and when this demand has been satisfied thesolenoid is deenergized and the clutch is spring-opened to interruptpower transmission to the Freon compressor.

A fourth shaft 5l is held in roller1 bearings 58 of a tubular fiangedretainer 55, and is coupled to the drive shaft proper of the Freoncompressor through a connection, see Fig. 5, which includes a pulley,and in a manner to be more fully described. The shaft 45 drives shaft5'! through bevel gears 60, 6I, which gears in this instance have a 1 to1 ratio. A cover 82 is held against the retainer by bolts and carriespacking for the shaft 51.

A fifth shaft is indicated at 65 and is adapted to drive an aircompressor and two hydraulic pumps. The shaft 65 rotates in rollerbearings 86, '61, respectively mounted in a flanged retainer 68, and ina combined retainer and adapter 69 suitably anged, and having studs 'I0by which the pump casings, later to be described, are attached. In theadapter 68 are housed driving gears'for the pump. One of these gears isindicated at Il and is keyed to the end of the shaft 65, andthe othergear I2 is on a pump shaft 13, of pumps not shown in this figure, whichshaft operates the pumps in a manner and for purposes later described.The shaft 65 is coupled to drive a shaft 'I5 for an air compressor,shown in this figure only in dotted outline. This driving connection ismade by a suitable coupling structure 16.

Each shaft f3 and 28 has keyed to one end a spur gear adapted to meshwith another spur v gear which drives the rotor shaft of an electricalgenerator. By means of gears 4I, 42 the generators are driven at equalspeeds, whatever may be the speeds of shafts 3 and 28. The generatordrive gear on shaft 3, see Figs. 1 and '7, is shown at 'I9 and the gearfor shaft 28-is shown at 80. Corresponding companion gears on the rotorshafts of the generators are shown in Fig. '7, respectively at 8I, 82.As shown in Fig. 1 these gears are housed in a flanged adapter 83 whichis bolted to the regulator casing of the unit, and the flange of thisadapter has studs 84 by which the electrical generator casings areattached.

This adapter encloses the flanges of the retainers l and 32.

Referring to Fig. 1, shaft 65 is driven from shaft 3 by means of a spurgear train comprising a gear Se keyed to shaft 3, gear 'l rotatable onshaft 2S on ball bearings 88, and gear 8S! keyed to shaft 65. ln thisembodiment gear 85 is of smaller diameter than are gears 81 and 89.

As shown in Fig. 2 a pipe 32 is provided through which to introduce oilinto the accessory transmission-control casing. The pipe has a suitablythreaded closure cap 93, to which a suitable metal oil gage structure 94is attached by a rivet as shown. As best shown in Fig. 2 the top of theupper section 2 of the case has an opening e closed by a cover plate 9Sremovably secured by stud bolts. On this cover are mounted the solenoidspreviously referred to (not shown in Fig. 2), for shifting the clutchesto and holding them in closed-clutch position. Both clutches are openedand held open by springs.

Now referring to Figs. 9, 8, 5 and 6 for the arrangement of theengine-speed-controlled, electro-mechanical clutch control devices. Tofacilitate reading of the drawings and avoid needless duplication, someparts of the solenoid elements have been omitted in some of the figures,and the journaling of the shift fork shaft of only one clutch has beenshown in Fig. 8. It is to be noted that these shift structures and theircontrol means are substantial duplicates functionally and structurally,one being enginecontrolled and the other thermostatically-controlledconformably to temperature variations in the cooling system.

Referring first to Figs. 1, 9 and 8. In bearings in the top or coversection 2 of the case there are mounted two vertical shift-forkoperating shafts, the principal one 98 for the clutch shift sleeve 38 ofthe secondary shaft 28, see Fig. l, and the other |25 for the clutchshift sleeve 55 of the Freon compressor drive shaft 45. The shift-forkshaft 93 for the clutch sleeve 38 has a shift-fork indicated at 99, andonly the upper part of the fork is shown. The shaft 93 is held in anelongated bearing 1GB, of the upper section 2 of the casing. At the top,the shaft has a lever arm Iil, see also Fig. 9, secured thereto. At theouter end of this arm are pivoted as at HG2, links |03. The opposite endof these links are in turn pivoted to a shank |04 threaded into acoupling element |05, in turn threaded into an extension lll of thesolenoid plunger, not shown, of the solenoid generally designated ifs.

The solenoid may be of any suitable type and its constructional detailsare not shown. Of course, the solenoid construction per se forms no partof this invention and any suitable solenoid or other suitableelectrically controllable device may be used. An adapter is secured tothe casing of the solenoid. The plunger is brought to an initialclutch-out position by a spring indicated at l lli, one end of which isseated in a depression of the adapter. The spring surrounds and isguided by an enlarged hollow extension i I5 of the coupling element |95,and the opposite end of the spring abuts a peripheral shoulder HS ofsaid extension H5. The solenoid structure is suitably secured by means,not shown, to a base plate li, see Fig. 8, in turn suitably releasablysecured to the cover 96. The solenoid structures have a. common coverplate I IB, suitably secured as by bolts.

Referring to Fig. 9, the structure of the solenoid and associatedelements for controlling shifting of the clutch sleeve 55 of the Freoncompressor drive shaft l5 is substantially the same as previouslydescribed. The solenoid is generally designated at IZB. The adapter isindicated at 23, the links at |24, the lever arm of the shift-forkoperating shaft at |25, and the shift-fork operating shaft at |26. Theshift-fork is indicated in dotted lines at |21. The clutch throw-outspring is indicated at |23.

In Fig. 1 the shift-rings are also shown, but the shift-forks 99 and |21are, for convenience, shown out of position. Their proper positions areshown in dotted lines in Fig. 9, and in this gure the parts arepositioned as when both clutches are open and are being held open by thesprings, that is, as they are before the solenoids are energized. Wheneither solenoid is energized its spring is put under greater 00mpressionand the Clutch is shifted to closed position and so held as long as thesolenoid is energized. As soon as a solenoid is ole-energized its springacts to open the clutch and hold it open. lThe solenoids and theirconnections are substantially identical except that in the figure theplungers move in opposite directions when energized, this being due tothe particular relative arrangements of the primary, secondary andauxiliary shafts. Although it is contemplated that otherengine-controlled clutch shifting means may be employed, which will comewithin the terms of the claims, yet the specific means shown is alsoclaimed, because we believe it to be the first engine-controlled deviceever used for the purposes herein.

Disposition of driven powerelements of the accessories The arrangementof the power elements of the accessories, including, the compressor forthe air conditioning system, the electric generators, the hydraulic pumpor pumps, and the air compressor, is believed to be unique. Insofar aswe are aware, these elements have never before been so closely grouped,nor mounted on or carried by a single casing, nor closely associatedwith a single casing. Nor have these elements been arranged in part on agear casing and in part on a frame that supports the casing. Moreover,it is believed new in conception to group all of the driving shafts forthe accessory power elements, and to provide a single speed regulatingmeans for all of these shafts.

Now referring to Figs. 4, 5, 6, ll and 13. The Freon compressor,electric generators, hydraulic pumps, and air compressor have beensomewhat diagrammatically represented. They are supported by the casingwhich encloses their speed regulating mechanism. These devices may be ofany preferred construction and the illustration is therefore notdirected to their interior constructions, but to the gearing relationsbetween two main power shafts, and the input shafts for these accessorypower elements or devices.

Referring first to Fig. 4. The electric generator casings are shown at,|3|, |32 and said casings are suitably connected to the gear casing bythe terminally threaded bolts. Bil shown in Figs. l, 2 and 7, whichbolts pass through flanges |33, |34 of the generator casings. Thesegenerators may be of any suitable type and are adapted to supplyelectric power for substantially all of the electrically operabledevices of an automotive vehicle. The relations of the generators tosome of these devices is shown in the electrical circuit

